Means for automatically controlling trains



C. W. WARD.

MEANS FOR AUT OMATICALLY' CONTROLLING TRAINS.

APPLICATION FILED MAY7,19I9.

1,362,376. muted De. '14, 1920.

11: All? M4151 VALVE 1-57'EAM Ll/YE A m A4 V mmwam oFFE.

CHARLES W. WARD, DETROIT, MICHIGAN.

MEANS FOR AUTOMATICALLY CONTROLLING TRAINS.

To all whom it may concern:

Be it known that 1, CHARLES WV. WARD, a citizen of the United States,residing at Detroit, county of \Vayne, State of Michigan. have inventeda certain new and useful Improvement in Means for AutomaticallyControlling Trains, and declare the following to be a full, clear, andexact description of the same, such as will enable others skilled in theart to which it pertains to make and use the same, reference being hadto the accompanying drawings, which form a part of this specification.

My invention relates to means for automatically controlling the speed ofa loco-" motive, and for causing it to stop under danger CODClItlOIlS.by applying the brakes.

My invention 1s especially designed to rev,spond to and operate on thattype of electrical energy derived from apparatus simi- ,lar to thestandard wireless telegraph apparatus, and utilizes the sparkingpropensities of th1s current as a medium for its operation. As there areseveral COIIIbIIIZL' tions of wireless telegraph circuits known g to theart, I do not wish to limit myself to any one in particular but willadopt the circuit showing the highest efficiency in producing acontinuous sustained oscillation sufiicient to charge an area which isin this case the ground between the running rails for the distance ofoneblock of signals used on railways which is approximately one mile. It ishowever necessary in this connection to utilize one rail as the regularaerial capacity, grounding the other side of the circuit as usual.

My invention is based on the fact that the type of energy created byapparatus described heretofore will charge another capacity when suchcapacity is brought into close proximity. to it. The amount of charge isdiscernible by the spark created and my invention provides one or morespark plugs set in an ordinary small sized gas engine to utilize thisspark by causing it to ignite the explosive charge the com- 1 bustionchamber or chambers of the engine.

As; one side of the spark plug is grounded on the frame of the engine,it also. is

"grounded on the locomotive which in turn is in contact with the rail incircuit with the high frequency generator. A capacity is thereforecreated and connected to the top connection" of the spark plug throughSpecification of Letters Patent. Pat t d D 14 1920 1919. Serial No.295,296.

fective in their cooperation to produce theresults stated and willappear more clearly when described in connection with the accompanyingdrawings.

Figure 1 is a side elevation of a locomotive with the cab in sectionshowing diagrammatically a gas engine, a steam tur bine, a rotary airbrake valve, and governors for controlling the operation of the valve.

F 1g. 2 is a diagrammatic view showing on a larger scale, the rotary airbrake valve, governors for controlling the operation of the valve, gasengine and steam turbine for operating the valve, and the means forproviding electrical energy.

Fig. 3 is a sectional view, partly diagrammatic 0F thev rota ating meansactuating the'valve.

Fig. 4 is a detail view showing the co operating stops which serve toprevent a reverse movement of the sleeves of the rotary valve.

Referring now to the letters of reference placed upon the drawings Adenotes a relatively small gas engine of ordlnary construction andhaving its ignition circuit controlled by wireless in a manner to beherein more fully described, the gas engine being fitted to the shaft ofa steam turbine B for closing the exhaust ports of a rotary air brakevalve Cand rotating it a predetermined distancepreferably 120 in orderthat the locomotive D may operate, but at a relatively low speed not toexceed a certain limit.

E indicates the fly wheel of the gas engine mounted on the shaft, and Fis a flexible or other shaft connection between it and a governor Gprovided with a rack bar G, the rackpbar being adapted to actuate thetrain of gears G and S for operating the sleeve I of the valve C, thepredetermined rotation of which determines the speed allowed.

Fitted outside the sleeve 1, and free to turn on it is a similar sleeveH controlled by a governor J, and the gear T, this gear in turn beingactuated by the running wheels W of the locomotve D through the airvalve and co6per-.

flexible shaft K, or other suitable means.

The position of this sleeve H denotes the speed attained.

Upon openinovalve L steam is admitted to the turbine fi and thereby thegas engine and valve sleeve I are actuated. By regulating' the deliveryof steam to the turbine the gas engine will only operate fast enough tocause the valve sleeve I to rotate 120;

valve are together when the steamy turbine and locomotive are both atrest ;when the steam turbine is running the port P, in valve sleeve Imoves 120. As soon as the locomotive is moving fast enough to cause theport P in valve sleeve H to overtake the port P in valve sleeve I, theair controlled by this valve mechanism is allowed to exhaust toatmosphere causing an applcation of the brakes. 4

However, should the gas engine receive a spark through the rail fromhigh potential apparatus indicated diagrammatically at M, its speed willpick up and the port P in valve sleeve I will be advanced beyond 120,preferably 360, will not be overtaken by port P, in the sleeve valve H,until the locomotive has attained a predetermined high speed, whereupona reduction in speed will occur if the valve has been so regulated.

The apparatus for generating high potential current preferably comprisesan Oudin resonator of well-known construction and having the usualsliding adjustment for tuning the circuit into resonance. In orderthatthe engineer may determine the atv tained speed, a rotatable dial Nis provided actuated by the rack bar G.

It will be obvious that should the wireless energy be cut off from anycause, as for example by a train in the block ahead actuat ing the trackcircuit,which in turn controls the wireless apparatus-the gas enginewould be instantly deprived of the spark ignition and would consequentlyslow down to steam turbine speed which would. cause the governor G toretard port P of the valve sleeve I until it would register with port Pin the sleeve H permitting the air in the brake pipe to escape, therebycausing the brakes to be applied. It will also be evident that if theflexible shaft K or other connection between the running gear of thelocomotive and the governor J should break at a time when the gas enginehad carried the port in the sleeve 360 or one complete revolution, thelocomotive would be stopped, because port P in valve sleeve H would fallback to normal inoperative position at which point the ports P, P/wouldregisbrakes.

'The construction of the rotary valve C is such that the port P in thesleeve I cannot move clockwise past the ort P in the sleeve H due totheaction'o the stops X and Y, but may travel in a counter-clockwisedirection.

This insures holding the ports open when I is caused to back uprelatively to II when the high potential generator is thrown out ofcircuit. L denotes a tubular shaft, supported in bearings O, O. Rindicates a hollow shaft lodged within the shaft L, fitting airtighttherein. Keyed to the shaft R is a gear S, and secured to the shaft L isa gear T on one end of the shaft R, and revolving with it is the valvesleeveI and secured to the shaft L is the valvesleeve H, inclosing thevalve sleeve I. Z indicates a rubber hose connected with the hollowshaft R by at suitable flanged coupling U, and through "which airmaypass into the valve sleeve I. V is the valve body from which extendsan exhaust pipe Z to atmosphere. Itwill now be evident that air in the.pipe Z may flow through hollow shaft R into sleeve I,

through ports P, P, into valve body V,

thence to exhaust pipe Z, to atmosphere, when the ports P P of therespective sleeves H and I are in registration :-but when ports P P arecaused to move away from each other through the actionof the governors(ir and J the valve will be closed against the escape of air.

In operation, the Oudin resonator M is normally in circuit, but may bethrown out of circuit by a danger condition arising in the block head,such as by the presence of a train in that block, or the resonator maybe thrown out of circuit by a suitable manually OI1tI'OllQCl switch,thecircuit forthis purpose being known and forming no part of thepresent invention. The high frequency current from the coil of theresonator circuit is impressed upon the rail through connection M Fromthe rail the current is carried by conductor l\ 8 (which may be theframe of the locomotive) to the frame of the gasolene engine in the cab.The spark plugs of the engine are grounded thereon in the usual mannerand that electrode which is out of the metallic circuit, or is insulatedfrom the frame, is connected directly to a capacity indicated at M whichmay be rendered variable by reason of a suitable tuning inductance.indicated in the drawings. By reason of the difference of potentialexisting between the engine frameand the capacity, a spark will beinduced across the electrodes of the spark plug to kindle the combustivemixture in the engine cylinder. In practice, it is contemplated that theusual timing mechanism be employed in the circuit, in a massacre Thecurrent induced in the capacity will be dissipated in a form ofelectroinductive or,

wireless Waves.

. I'Vhile I have described my invention as applied to the automaticcontrol of trains, I do not wish to limit its use to any particular formof vehicles for it may be used on steam locomotives, electriclocomotives, for controlling the speed of electric, subway, or surfacecars.

Having thus described my invention what I claim is 1. In an apparatus ofthe character de' scribed, a valve for controlling the air line of anair brake mechanism, an internal combustion engine adapted to controlthe valve, and automatic means to vary the speed of rotation of theengine to effect control of the valve.

52. In an apparatus of the character described, a valve for controllingthe air line of an air brake mechanism, an internal combustion engine,an auxiliary driving means adapted to cause said internal combustionengine to operate at a predetermined speed, and means for causing theinternal combustion engine to operate at full speed through theoperation of the ignition means of said engine.

3. In an apparatus or the character described, comprising a rotary valvefor controlling the air line of an air brake system, a gas engine, anauxiliary driving means comprising a steam turbine connected directly tothe engine shaft, means for causing said gas engine to operate at fullspeed under its own power, a governor to indicate the speed of the gasengine adapted to operate the rotary valve, whereby the air may beexhausted from the air line to set the brakes.

t. In an apparatus of the character described, an internal combustionengine, a speed controlled governor operated through the engine, a valveactuated by the governor, whereby it is maintained at a predeterminedposition by the speed of the engine, a steam turbine for turning theengine at slow speed to eilect a partial movement of the valve, andmeans for operating and controlling the i gnition system of said engineto effect an increase of speed to maintain the valve at a predeterminedoperating position.

In an apparatus of the character described, a gas engine, a rotary airvalve provided with an exhaust port, a governor for operating said valveactuated by the gas engine, another governor operated through themovement of the vehicle to indicate and control the speed of the latter,another rotary valve having an exhaust port acting in conjunctionvwithsaid first named valve and 0perated by said last named governor, wherebyit may control'the speed of the vehicle.

6. In an apparatus of the character described, comprising a valve havingan ex haust port, a gas engine, a steam turbine, a governor to controlthe valve, another valve having an exhaust port adapted to coordimatewith the exhaust port of the first named valve, a governor forcontrolling said last named valve, both of said governors permittingtheir respective valves to return to their initial positions whenthe-governors are not in operation, and means for indicating the degreeof movement of the valves, I

7. In an apparatus of the class described, comprising a rotary valvehaving an exhaust port, a gas engine, steam turbine, a. governor forsaid valve, a second rotary valve having an exhaust port, a secondgovernor connected with the running gear of a vehicle, whereby therespective ports may be brought into register ata predetermined speed ofthe opera tion, said governors permitting the valves to return to theirinitial positions when the governors are not in operation.

8. In combination with a locomotive having an air brake system, a gasengine on the locomotive, a spark plug on the engine for effectingignition, a steam turbine coupled with the engine, a speed controlledvalve operated by the engine and turbine for effecting the operation ofthe air brake system, means including a circuit, external of thelocomotive for causing a current to traverse the gap between theelectrodes of the spark plug to effect the operation of the gas engine,said means having tuning means to bring the circuit into resonance.

9. In an apparatus of the character described comprising an ignitioncontrolled gas engine having a spark plug with two electrodes foreffecting the ignition, an auxiliary steam turbine for controlling saidgas engine, means for causing currents to jump across the electrodes ofthe spark plug, said means being provided with tuning means, and acapacity out of metallic circuit with the said first mentioned means andin series with one electrode of the spark plug.

10. In an apparatus of the character described, comprising an ignitionand steam turbine controlled gas engine, an electric ignition meanstherefor, and a tuned resonator circuit for impressing a high frequencycurrent in the engine frame to cause the passage of the current throughthe ignition means.

11. In combination with a locomotive having an air brake system, a gasengine on the locomotive, a spark plug in the engine, a steam turbinecoupled with the engine, a speed controlled valve operated by the engineand turbine for effecting the operation of the air brake system, meansincluding a circuit controlled externally of the locomotive for causinga current to traverse the gap between the electrodes of the spark plug,said means having tuning means in circuit therewith.

12. In combination with a locomotive he.

ingan air brake system, a gas engine on the locomotive, a spark plug inthe engine for effecting ignition, a speed controlled valve in the airbrake system, an auxiliary driving means for the gas engine to turn itslowly to efi'ect a partlal actuation of the valve to running positionto permit the locomotive to run slowly, a second speed controlled valvecooperating with the first to effect an application of the brakes whenboth valves are in a predetermined position, means controlled by themovement of the locomotive to actu ate said second speed controlledvalve, and means controlled externally of the locomotive for inducing aspark across the spark plug of said gas engine to increase its speed ofrotation.

13. In a railroad system comprising a metallic track and a vehicle onthe track, means external of the vehicle for impressing a high frequencycurrent on the track, a

ground wire on the vehicle terminating in one electrode of a spark gap,a capacity on.

the vehicle connected tothe other electrode of the spark gap, and meanscontrolled by the passage of currents across the spark gapforcontrolling the vehicle.

14. In a railroad system comprising a metallic track and a vehicle onthe track, a capacity on the vehicle from which electromagnetic wavesmay be dissipated,- and means external of the vehicle for impressing acurrent of radiofrequency on the track whereby a difference of potentialis maintained between the track and the capacity, and an internalcombustion engine on the vehicle for controlling the operation of thevehicle, said internal combustion engine being actuated by a sparkinduced from the track into the capacity.

15. In a railroad system comprising a me tallic track and a vehicle onthe track, a gas engine on the vehicle provided with automatic electriccontrol, responsive to high frequency currents only, for elfecting theignition of the same, other control means responsive to the speed of thevehicle and cooperating with said electric control means, and meansexternal of the vehicle and in circuit with the rails for effecting theignition in the gas engine.

In testimony whereof I sign this specification in the presence of twowitnesses.

CHARLES W. WARD.

Witnesses:

S. E. THOMAS,

H. R. MARTIN.

